Bleed air systems for use with aircraft and related methods

ABSTRACT

Bleed air systems for use with aircraft and related methods are disclosed. An example apparatus includes a compressor having a compressor inlet, a compressor outlet, and a first drive shaft. The compressor outlet is to be fluidly coupled to a system of an aircraft that receives pressurized air, and the compressor inlet is to receive bleed air from a low-pressure compressor of an engine of the aircraft. The example apparatus includes a gearbox operatively coupled to the first drive shaft to drive the compressor. The gearbox is to be operatively coupled to and powered by a second drive shaft extending from the engine. The example apparatus also includes a clutch disposed between the first drive shaft and the gearbox to selectively disconnect the first drive shaft from the gearbox.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to aircraft and, moreparticularly, to bleed air systems for use with aircraft and relatedmethods.

BACKGROUND

Commercial aircraft typically employ an environmental control system topressurize a passenger cabin of the aircraft and/or thermal anti-icingsystems to provide heated air for anti-icing applications. Air supply istypically provided to these systems by bleed air extracted from orprovided by a compressor of an aircraft engine. To meet the pressureand/or temperature demands of the various aircraft systems, bleed air isoften extracted from a higher stage of the compressor that providesbleed air having a pressure and/or temperature above that demanded bythe various systems. For example, bleed air is often extracted from amid-stage of a high pressure compressor of an aircraft engine. Thepressurized bleed air is then often cooled, via a precooler, and reducedin pressure, via a pressure regulating valve, prior to providing thebleed air to a system (e.g., an environmental control system) of theaircraft. Therefore, much of the energy spent by the engine to producethe bleed air is wasted when cooling the bleed air and/or reducing thepressure of the bleed air and, thus, extracting high-pressure bleed airin such a manner may reduce the efficiency of the engine.

To reduce extraction of bleed air, some known systems employ aturbo-compressor that receives ambient air from an atmospheric inlet.The turbo-compressor pressurizes the ambient air prior to supplying thevarious aircraft systems. However, the atmospheric inlet produces drag.Additionally, the atmospheric inlet is often susceptible to icing and,thus, requires an anti-icing system that increases costs and systemcomplexity. Further, the compressor may have to be relatively large toproduce a pressure change sufficient to power the systems of anaircraft. Some known piston engines provide pressurized air for anaircraft cabin environmental control system with a shaft-drivencompressor, typically known as a supercharger. Known shaft-drivensuperchargers also receive ambient air from an atmospheric inlet and,thus, also suffer from the above-identified drawbacks.

SUMMARY

An example apparatus includes a compressor having a compressor inlet, acompressor outlet, and a first drive shaft. The compressor outlet is tobe fluidly coupled to a system of an aircraft that receives pressurizedair, and the compressor inlet is to receive bleed air from alow-pressure compressor of an engine of the aircraft. The exampleapparatus includes a gearbox operatively coupled to the first driveshaft to drive the compressor. The gearbox is to be operatively coupledto and powered by a second drive shaft extending from the engine. Theexample apparatus also includes a clutch disposed between the firstdrive shaft and the gearbox to selectively disconnect the first driveshaft from the gearbox.

Another example apparatus includes a turbo-compressor including acompressor having a compressor inlet and a compressor outlet. Thecompressor outlet is fluidly coupled to a system of an aircraft, and aturbine is operatively coupled to the compressor via a first driveshaft. The example apparatus also includes a gearbox operatively coupledto the first drive shaft of the turbo-compressor and a second driveshaft operatively coupled to the gearbox to power the gearbox. Thesecond drive shaft is to be operatively coupled to an engine of theaircraft.

An example method includes coupling a first drive shaft of aturbo-compressor to a gearbox, the turbo-compressor comprising acompressor and a turbine operatively coupled via the first drive shaft,coupling the gearbox to a second drive shaft extending from an aircraftengine, and fluidly coupling a compressor outlet of the compressor to asystem of an aircraft that is to receive pressurized air.

The features, functions and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustration of an example aircraft that may embody theexamples described herein.

FIG. 2 illustrates an example aircraft engine having an example bleedair system disclosed herein.

FIG. 3 illustrates another aircraft engine having another example bleedair system disclosed herein.

FIG. 4 illustrates another aircraft engine having another example bleedair system disclosed herein.

FIG. 5 illustrates another aircraft engine having another example bleedair system disclosed herein.

FIG. 6 illustrates another aircraft engine having another example bleedair system disclosed herein.

FIG. 7 is a flowchart representative of an example method that may beperformed by the example bleed air systems of FIGS. 2-6.

FIG. 8 is a flowchart illustrating a method of implementing the examplebleed air systems of FIGS. 2-6.

Wherever possible, the same reference numbers will be used throughoutthe drawing(s) and accompanying written description to refer to the sameor like parts. As used in this patent, stating that any part (e.g., alayer, film, area, or plate) is in any way positioned on (e.g.,positioned on, located on, disposed on, or formed on, etc.) anotherpart, means that the referenced part is either in contact with the otherpart, or that the referenced part is above the other part with one ormore intermediate part(s) located therebetween. Stating that any part isin contact with another part means that there is no intermediate partbetween the two parts.

DESCRIPTION

Engine bleed air is typically provided by a compressor of an aircraftengine to power various systems of an aircraft. For example, bleed airis often used to power an environmental control system (ECS) and/or athermal anti-icing system of the aircraft. The bleed air is bled from acompressor of the aircraft engine via a bleed port in a housing of thecompressor. However, bleed air pressures vary greatly with operatingconditions such as, for example, engine speed, operating altitude, etc.

To ensure the bleed air has sufficient pressure and/or temperature topower the various systems of the aircraft, the bleed air is oftenextracted from a bleed air port of a compressor such as, for example,from a lower stage of a high-pressure compressor, that provides bleedair with a pressure above the pressure demanded by the systems. In someinstances, bleed air is also provided by a higher-pressure bleed airport when the pressure of the low-pressure bleed air is insufficient tosupply the systems. For example, bleed air is often extracted from a midor intermediate stage (e.g., a fifth stage) of a high pressurecompressor of an aircraft engine during high engine speeds and from adischarge or final stage (e.g., a tenth stage) of the high pressurecompressor during high altitude and/or low engine speed operations. Muchof the energy spent by the engine to produce the bleed air may be wastedif not completely used.

The bleed air extracted from the engine often exceeds a temperaturethreshold of the aircraft systems utilizing the bleed air. Thus, thebleed air may be cooled prior to supplying the bleed air to, forexample, the ECS. To reduce the bleed air temperature, commercialaircraft typically employ a heat exchanger (e.g., a precooler) throughwhich bleed air passes and which is typically located on a pylonadjacent to the engine. A fan operated by the engine of the aircraftprovides cool air to the precooler to cool the bleed air prior tosupplying the bleed air to the systems of the aircraft. The fan air isoften dumped overboard after flowing through the precooler. Therefore,cooling the bleed air via the fan reduces the efficiency of the aircraftengine. Additionally, the precooler typically has a relatively largedimensional envelope, which adds extra weight and may require a fan airscoop and exhaust that produce drag. Thus, the relatively largedimensional envelope of the precooler can also affect the efficiency ofthe aircraft engine.

Additionally, the bleed air extracted from the engine often exceeds apressure threshold of the aircraft systems utilizing the bleed air.Thus, the pressure of the bleed air may be reduced prior to supplyingthe bleed air to, for example, the ECS. To reduce the bleed airpressure, commercial aircraft typically employ one or more pressureregulating valves through which bleed air passes. Thus, a substantialamount of the energy spent by the engine to produce the bleed air iswasted when cooling the bleed air and/or reducing the pressure of thebleed air. This wasted energy results in greater fuel consumption.

In some known bleed air systems, compressed air is provided to thevarious systems of the aircraft via electrically driven compressors.However, electrically driven compressors may not be efficient forrelatively smaller aircraft. In other known examples, a bleed air systememploys a turbo-compressor or shaft-driven supercharger that receivesambient air from an atmospheric inlet. However, the atmospheric inletproduces drag. Further, the turbo-compressor or shaft-drivensupercharger may be relatively large and may use a relatively largeamount of power to compress the ambient air from its relatively lowerpressure to a pressure sufficient to meet the demands of the aircraftsystems. Additionally, the atmospheric inlet is often susceptible toicing and, thus, may require an anti-icing system that increases costsand system complexity.

Additionally, some known shaft-driven superchargers, which are in directconnection with the aircraft engine, may only be able to supplysufficient bleed air to the systems when the engine is operating at ahigher speed. In such an instance, another bleed air system is typicallyutilized to supply bleed air at lower operating speeds. Also, some knownexample turbo-compressors utilize bleed air from the high-pressurecompressor of the engine to power the turbine of the turbo-compressor.However, the turbo-compressor is typically less efficient than ashaft-driven supercharger. Further, the bleed air used to operate theturbine is then typically dumped overboard and, thus, more bleed air iswasted.

Example bleed air systems and related methods disclosed herein employ aturbo-compressor having a compressor that is capable of being driven bya turbine of the turbo-compressor, via a first or primary drive shaft,and/or by a second or secondary drive shaft (e.g., a radial drive shaft)operatively coupled to the aircraft engine to provide compressed orpressurized air to various systems of an aircraft such as, for example,an environmental control system (ECS), a thermal anti-icing system(e.g., a wing and/or engine, anti-icing system), a pneumatic supplysystem (to supply pneumatic devices), and/or any other system of theaircraft that requires use of compressed air. Unlike known systems, theexample compressor of the turbo-compressor extracts or diverts bleed airfrom a relatively lower pressure bleed air port of the aircraft engineand pressurizes the bleed air to meet (e.g., but not exceed) thedemand(s) of the systems of the aircraft. As a result, less energy isused by the bleed air systems during a significant number of flightconditions. Additionally, unlike known systems, the compressor iscapable of being powered by either the secondary drive shaft of theaircraft engine and/or by the turbine of the turbo-compressor, both ofwhich are more efficient than known bleed air systems.

The compressor of the turbo-compressor in the example bleed air systemsdisclosed herein is coupled to a gearbox that is powered by thesecondary drive shaft. The secondary drive shaft is operatively coupledto and driven by a main or third drive shaft (e.g., a high-pressurecompressor drive shaft) of the aircraft engine. Depending on theoperating condition of the aircraft engine and/or the demand of thesystems of the aircraft, the power from the secondary drive shaft may beused to power the compressor to provide pressurized air to the systemsof the aircraft. Additionally, by extracting bleed air having relativelylower pressure (below that demanded the systems of the aircraft) andincreasing the pressure of the bleed air via the secondary drive shaftto just meet the demands of the systems, less energy in the bleed air iswasted (e.g., by use of a pressure regulating valve), whichsignificantly reduces the specific fuel consumption of the engine.Therefore, the compressor may be driven by the secondary drive shaftcoupled directly to the aircraft engine and, thus, is more efficientthan other known bleed air systems.

In the example bleed air systems and methods disclosed herein, thecompressor may additionally or alternatively be powered by the turbineof the turbo-compressor. For example, when the aircraft is operating ina condition (e.g., at idle) that my not supply sufficient power to thesecondary drive shaft and gearbox to operate the compressor, the turbineof the turbo-compressor may be used to power the compressor to providepressurized air to the systems of the aircraft. In some examplesdisclosed herein, an inlet of the turbine is fluidly coupled to a bleedport of the high-pressure compressor the engine. The high pressure bleedair powers the turbine and, thus, operates the compressor to supplycompressed or pressurized air to the systems of the aircraft.Additionally, unlike known turbo-compressors that pressurize ambientair, the compressor extracts bleed air from the compressor of the enginehaving relatively lower pressure (below that demanded the systems of theaircraft) and increases the pressure of the bleed air to just meet thedemands of the systems. As a result, less energy in the bleed air iswasted (e.g., by use of a pressure regulating valve), whichsignificantly reduces the specific fuel consumption of the engine. Thus,less power from the turbine to power the compressor.

Unlike known systems that employ a turbo-compressor or shaft-drivensupercharger that pressurizes ambient air, the example bleed air systemsdescribed herein utilize compressed bleed air from a bleed air port ofan aircraft engine, thereby drawing less power from the aircraft engineto operate the compressor. In other words, the example bleed air systemsincrease the pressure of bleed air that has already been at leastpartially compressed or pressurized by the compressor(s) of the engineand, thus, less energy is used by the secondary drive shaft and/or theturbine to boost the bleed air to the pressure demanded by the systemsof the aircraft. Further, unlike known systems that employ aturbo-compressor, the example bleed air systems and related methodsdescribed herein enable use of a relatively smaller turbo-compressor.

In some example bleed air systems and methods disclosed herein, a clutchis disposed between the gearbox and the compressor of theturbo-compressor. As mentioned above, the gearbox may be utilized toprovide power to the compressor during a majority of the flight mission.However, during certain flight conditions (e.g., at idle), the powersupplied to the gearbox by the secondary drive shaft may not besufficient to operate the compressor to supply pressurized air to thesystems of the aircraft. In such an instance, the turbine of theturbo-compressor may be employed to provide power to the compressor. Theturbine is capable of providing sufficient power to the compressorduring a larger range of flight conditions, including idle. The clutchmay be utilized to disconnect (i.e., operatively decouple) thecompressor from the gearbox when switching from using the power from thegearbox to using power from the turbine. In some example bleed airsystems and methods disclosed herein, a transmission (e.g., a variablespeed transmission) is also employed between the gearbox and the clutch.The transmission allows the gearbox to power the compressor of theturbo-compressor during a larger range of flight conditions (e.g.,different speeds, altitudes, etc.).

Additionally, instead of utilizing a clutch, some example bleed airsystems and methods disclosed herein employ a freewheel between thegearbox and the compressor of the turbo-compressor. In some examples, ifthe aircraft is operating in a flight condition where the secondarydrive shaft and gearbox are not supplying sufficient power to thecompressor to meet the demands of a system of the aircraft, the turbineof the turbo-compressor may be utilized to power the compressor. Insteadof disconnecting the compressor from the gearbox using a clutch, thefreewheel allows the primary drive shaft of the turbo-compressor to spinfreely at a higher rate of speed than the output of the gearbox (e.g.,the offtake, the power-take-off).

Furthermore, in some example bleed air systems and methods disclosedherein, the turbine of the turbo-compressor is utilized to start theengine of the aircraft. In some examples, a high-pressure air source isfluidly coupled to the inlet of the turbine. As a result, theturbo-compressor, which is operatively coupled to the gearbox (e.g., viaa clutch) supplies power to the gearbox and, thus, the secondary driveshaft, which in turn provides power to the main drive shaft of theaircraft engine. Thus, a separate starter turbine is not needed to startthe aircraft engine.

The example bleed air systems and related methods disclosed herein maybe combined with one or more of the bleed air systems disclosed in U.S.patent application Ser. No. 13/357,293, filed Jan. 24, 2012, entitled“BLEED AIR SYSTEMS FOR USE WITH AIRCRAFTS AND RELATED METHODS,” U.S.application Ser. No. 13/951,181, filed Jul. 25, 2013, entitled “BLEEDAIR SYSTEMS FOR USE WITH AIRCRAFTS AND RELATED METHODS,” and/or U.S.patent application Ser. No. 14/242,493, filed Apr. 1, 2014, entitled“BLEED AIR SYSTEMS FOR USE WITH AIRCRAFT AND RELATED METHODS,” all ofwhich are incorporated herein by referenced in their entireties.

FIG. 1 illustrates an example commercial aircraft 100 having aircraftengines 102 (e.g., turbofan engines) that may embody aspects of theteachings of this disclosure. Each engine 102 of the aircraft 100 mayemploy a dedicated bleed air system and/or may employ a common bleed airsystem. In other words, in some examples, the aircraft 100 employs adedicated bleed air system for each engine 102 and, in other examples, acommon bleed air system is employed for all the engines. The bleed airsystem(s) provides compressed or pressurized air to an aircraft systemsuch as, for example, an ECS and/or a thermal anti-icing system (e.g.,an engine and/or wing anti-icing system).

FIG. 2 is a partial cutaway view of an engine 200 of an aircraft (e.g.,the engine 102 of the aircraft 100) implemented with an example bleedair system 202 in accordance with the teachings of this disclosure.Referring to FIG. 2, the engine 200 is a gas turbine engine having a fan204 that draws air into a fan duct or compressor intake section 206 andinto a compressor 208. The compressor 208 may include multiplecompressor sections. For example, as shown, the compressor 208 of theillustrated example is a dual-axial compressor 208 that includes a firstcompressor 210 and a second compressor 212. Additionally, each of thefirst and second compressors 210, 212 includes various compressor stagesthat progressively increase the pressure of the air as the air flowingfrom the fan duct section 206 to a combustion chamber 214. In theexample shown, the first compressor 210 is a low-pressure compressor(LPC) that provides relatively low pressure air and the secondcompressor 212 is a high-pressure compressor (HPC) that providesrelatively high pressure air. The compressors 210, 212 are operativelycoupled to respective shafts 216, 218. The first shaft or LPC shaft 216is operatively coupled to a low-pressure turbine 220 and the secondshaft or HPC shaft 218 is operatively coupled to a high-pressure turbine222. In this example, the compressor 208 is a dual-axial compressor thatincludes the two compressors 210, 212. However, in other examples, thecompressor 208 may include more or fewer compressor sections, eachhaving, for example, a turbine and respective shaft.

After exiting the HPC 212, the highly pressurized air is provided to thecombustion chamber 214, where fuel is injected and mixed with the highpressure air and ignited. The high energy airflow exiting the combustionchamber 214 turns blades 224 of the turbines 220, 222, which are coupledto respective ones of the shafts 216, 218. Rotation of the shafts 216,218 turns blades 226 of the compressors 210, 212. The heated air isexhausted via a nozzle where it mixes with cool air, provided by the fan204, that bypasses the engine core to produce forward thrust.

To supply various systems of an aircraft with pressurized air, theexample bleed air system 202 of the illustrated example diverts orextracts some of the compressed air (e.g., bleed air) from thecompressor 208 prior to the combustion chamber 214. The example bleedair system 202 supplies engine bleed air to a system or control system228 of the aircraft. The system 228 may include, for example, an ECS, ananti-icing system (e.g., a wing anti-icing system, an engine anti-icingsystem), an air driven hydraulic pump (ADP) and/or any other system ofan aircraft that utilizes compressed or pressured air. An ECS, forexample, conditions the bleed air provided by the bleed air system 202to a cabin pressure and/or cabin temperature. The ECS may include, forexample, one or more ECS packs (e.g., an air cycle refrigeration system)that receive the bleed air from the bleed air system 202 and conditionsor regulates the bleed air to cabin pressure and/or temperature.

In the illustrated example of FIG. 2, the bleed air system 202 includesa turbo-compressor 230 having a compressor 232 and a turbine 234 (e.g.,a radial inflow turbine). The compressor 232 of the turbo-compressor 230receives low-pressure bleed air from a low-pressure source (e.g., alow-pressure stage of a compressor) of the engine 200. The compressor230 compresses the bleed air and discharges the compressed bleed air tothe system 228. The turbine 234 of the illustrated example receiveshigh-pressure bleed air from a high-pressure source (e.g., ahigh-pressure stage of a compressor) of the engine 200 providing bleedair having a higher pressure than the bleed air provided by thelow-pressure source. Thus, the bleed air provided to the turbine 234 hasa relatively higher pressure and/or temperature than the pressure and/ortemperature of the bleed air provided to the compressor 232. Thehigh-pressure bleed air operates the turbine 234 which, in turn,operates the compressor 232. The turbine 234 discharges the bleed air ata relatively lower pressure and/or temperature, which may be used tosupply other sources as described in further detail below.

In the illustrated example, the compressor 232 has a compressor inlet236 fluidly coupled to a bleed port 238 of the low-pressure compressor210. A conduit or passageway 240 fluidly couples the bleed port 238 ofthe low-pressure compressor 210 and the compressor inlet 236. Thecompressor 232 of the turbo-compressor 230 compresses the bleed airextracted from the low-pressure compressor 210 to provide a relativelyhigher pressure bleed air at a compressor outlet 242. In some examples,the turbo-compressor 230 is disposed within a nacelle of the engine 102.In other examples, the turbo-compressor 230 may be disposed at a remotelocation relative to the nacelle or any other suitable location of theaircraft 100.

In some examples, to prevent back flow pressure from entering the bleedport 238 of the low-pressure compressor 210, the bleed air system 202employs a flow control member or check valve 244 (e.g., a back-flowpreventer, a low pressure check valve (LPCV)). The check valve 244 isdisposed between the bleed port 238 of the low-pressure compressor 210and the compressor inlet 236 to prevent pressurized airflow from flowingtoward the bleed port 238 when higher pressure air is present in thepassageway 240. In other words, if the compressor 232 generates a backpressure at the compressor inlet 236 that is greater than the pressureof the bleed air extracted from the low-pressure compressor 210 of theengine 200, the check valve 244 prevents the higher pressure bleed airfrom flowing from the compressor inlet 236 into the low-pressurecompressor 210.

In the illustrated example, the compressor inlet 236 is fluidly coupledto a low-pressure source such as, for example, a final stage of the LPC210. However, in other examples, the compressor inlet 236 may be fluidlycoupled other stages of the LPC 210 (e.g., an intermediate stage of theLPC 210). Additionally or alternatively, in some examples, thecompressor inlet 236 is fluidly coupled to high-pressure source or astage of the HPC 212. In some such examples, the example bleed airsystem 202 may include dual-inlet bleed air ports. In that case, a firstport provides bleed air to the compressor inlet 236 from a first stage(e.g., an intermediate stage) of the LPC 210 and a second port providesbleed air to the compressor inlet 236 from a second stage (e.g., a finalstage) of the low-pressure compressor 210 or a stage (e.g., anintermediate stage) of the HPC 212. In such examples, one or more flowcontrol apparatus or valves are employed to direct the bleed air fromeither one of the dual ports to the compressor inlet 236. For example,when the engine is operating at a relatively high thrust (e.g., duringtake-off and/or cruising altitudes), the flow control apparatus maydirect bleed air from the low-pressure compressor 210. Alternatively,when the engine is operating at a relatively low thrust (e.g., whenidle), the flow control apparatus may direct bleed flow to thecompressor inlet 236 from a higher stage of the low-pressure compressor210 or the high-pressure compressor 212.

In the illustrated example, the compressor 232 compresses the bleed airextracted from the LPC 210 to provide a relatively higher pressure bleedair at the compressor outlet 242, which is fluidly coupled to the system228 of the aircraft. Specifically, a passageway or conduit 246 fluidlycouples the compressor outlet 242 to the system 228. In the exampleshown, a flow control member 248 is coupled to the passageway 246 anddisposed prior to the system 228. For example, the flow control member248 may be configured to regulate the pressure of the bleed air to apre-set or predetermined pressure value prior to supplying the bleed airto the system 228 and/or the flow control member 248 may provide fluidflow shut-off (e.g., a pressure-reducing valve (PRV), apressured-reducing shut off valve (PRSOV), a shut off valve (SOV), ahigh pressure shut off valve (HPSOV)). Additionally or alternatively, insome examples the flow control member 248 operates as a surge valve toredirect or dump pressurized air flowing from the compressor outlet 242.

To drive the compressor 232, the turbo-compressor 230 employs theturbine 234. The turbine 234 is operatively coupled to the compressor232 via a drive shaft 250 (e.g., a first drive shaft, a primary driveshaft). To operate the turbine 234 (e.g., during certain flightconditions), a turbine inlet 252 is fluidly coupled to a bleed airsource of the engine 200. In particular, in the illustrated example, theturbine inlet 252 is coupled to the HPC 212 of the engine 200. A conduitor passageway 254 fluidly couples a bleed port 256 of the HPC 212 of theengine 200 and the turbine inlet 252. In the example shown, the turbineinlet 252 is fluidly coupled to an intermediate stage (e.g., a thirdstage) of the HPC 212. However, in other examples, the turbine inlet 252may be fluidly coupled to any other stage of the HPC 212. Additionally,the turbine inlet 252 may be fluidly coupled to more than one bleed portof the HPC. In some examples, the turbo-compressor 230 includes an oillubricated bearing for the shaft 250. However, in other examples, theturbo-compressor includes an air bearing system, as described in furtherdetail below in the example bleed air system 600 of FIG. 6.

In the illustrated example, a first flow control member 258 and a secondflow control member 260 are coupled to the passageway 254 and aredisposed between the bleed air port 256 and the turbine inlet 252. Theflow control members 258, 260 may be configured to regulate the pressureof the bleed air to a pre-set or predetermined pressure value and/orprovide fluid flow shut-off (e.g., a PRV, a PRSOV, an SOV, a turbineshut off valve (TSOV), a turbo-compressor control valve (TCCV)). In someexamples, the first flow control member 258 is an SOV and the secondflow control member 260 is a TCCV. In this manner, the first flowcontrol member 258 operates to open and close the passageway 254 toprovide bleed air to operate the turbine 234 while the second flowcontrol member 260 operates to control the pressure of the bleed airflowing to the turbine inlet 252. Thus, in some examples, the flowcontrol member 260 is employed to control the pressure of the bleed airsupplied to the turbine 234 and, thus, controls the flow rate of thecompressor 232. The two flow control member configuration also providesredundancy in the system if one of the flow control members 258, 260becomes inoperable (e.g., fails open). High-pressure bleed air providedby the HPC 212 drives the turbine 234 which, in turn, drives thecompressor 232 via the shaft 250. The turbine 234 converts thermalenergy provided by the bleed air of the HPC 212 into mechanical energyby expanding the hot, high-pressure bleed air provided by the HPC 212 toa lower temperature and pressure.

In the illustrated example, a turbine outlet 262 is fluidly coupled to adownstream area via a conduit or passageway 264. In some examples, thebleed air exiting the turbine outlet 262 is delivered to a thermalanti-icing system (e.g., an engine anti-icing system, a wing anti-icingsystem). Additionally or alternatively, in some examples the bleed airexiting the turbine outlet 262 may be directed onto the turbines 220,222 and/or the casing of the engine to help cool the engine 200. Coolingthe casing and/or the turbine blades, for example, maintains a properclearance or spacing between the turbine blades and the casing (e.g.,prevents shrinkage and/or expansion due to elevated temperatures). Inother examples, the air exiting the turbine outlet 262 is dumpedoverboard to produce thrust (i.e., thrust recovery). In some examples,one or more flow control member may be disposed in the passageway 264 toregulate a pressure and/or provide fluid shut-off in the passageway 264.

In operation, the turbine 234 of the illustrated example receiveshigh-pressure bleed air from the HPC 212 of the engine 200. The turbine234 operates the compressor 232, which receives low-pressure bleed airfrom the LPC 210 of the engine 200 and compresses the low-pressure bleedair to a relatively higher pressure bleed air to supply the system 228of the aircraft.

In the illustrated example, the compressor 233 is also operated by adrive shaft 266 (e.g., a radial drive shaft, a second drive shaft, asecondary drive shaft) that is operatively coupled to and driven by theengine 200. In some examples, the drive shaft 266 may be used to powerthe compressor 232 during certain flight conditions (e.g., duringcruise) and the turbine 234 of the turbo-compressor 230 may be used tooperate the compressor 232 in other flight conditions (e.g., duringidle). During certain operating conditions, the drive shaft 266 of theillustrated example provides power to the compressor 232 moreefficiently than the turbine 234 of the turbo-compressor 230. Thus,using the drive shaft 266 to power the compressor 232 during certainflight conditions significantly increases the efficiency of the aircraft100 (e.g., by using less fuel).

In the illustrated example, a first end 268 of the drive shaft 266 isoperatively coupled to the engine 200. Specifically, the first end 268of the drive shaft 266 is operatively couple to a first gear 270. Thefirst gear 270 is engaged with a second gear 272 that is operativelycoupled to the HPC drive shaft 218. In the example shown, the first andsecond gears 270, 272 are bevel gears and are oriented substantiallyperpendicular to each other. A second end 274 of the drive shaft 266 isoperatively coupled to a gearbox 276 (e.g., a transfer case). Thecompressor 232 is operatively coupled to the gearbox 276. In particular,in the illustrated example, the shaft 250 of the turbo-compressor 230 isoperatively coupled to and powered via the gearbox 276. As the HPC driveshaft 218 (e.g., the engine's high speed shaft) rotates about itslongitudinal axis, the second gear 272, which is engaged with the firstgear 270, rotates the first gear 270 and, thus, the drive shaft 266about its longitudinal axis. As a result, the drive shaft 266 powers thegearbox and, thus, operates the compressor 232 via the shaft 250.

In the illustrated example, a clutch is 278 is disposed between thegearbox 276 (e.g., an output or offtake of the gearbox) and the shaft250 of the turbo-compressor 230 that drives the compressor 232. Theclutch 278, which includes an actuation mechanism (e.g., a solenoid, anactuator, etc.), is employed to disengage the shaft 250 (and, thus, thecompressor 232) from the gearbox 276. In some examples, the clutch 278is operated via an electric or hydraulic actuation mechanism. In theillustrated example, a constant gear ratio (e.g., a fixed gear ratio, afixed speed ratio) is employed between the HPC drive shaft 218 and thecompressor 232. The first and second gears 270, 272, along with the geartrain inside the gearbox 276, may be sized (e.g., based on the relativeratios between the gears) to enable the compressor 232 to boost thebleed air extracted from the bleed air port 238 to a pressure demandedby the system 228. For example, the gear ratio may be configured basedon the parameters (e.g., engine speed, altitude, demand of the system,etc.) of a particular flight condition (e.g., cruise) in which theaircraft operates, so that the drive shaft 266 can provide power to thecompressor 232 during a majority of the flight mission. In someexamples, the compressor 232 boosts the bleed air from the LPC 210 by afactor of 2.5, which meets the demands of the system 228. The compressor232 may be, for example, a centrifugal compressor, an axial compressoror a mixed-flow compressor. Additionally, to account for varying inflowconditions (e.g., pressure fluctuations) and varying outflow demands, insome examples the compressor 232 includes variable geometry featuressuch as inlet guide vanes and/or diffuser guide vanes to enable thecompressor 232 to handle a range of variability in the inlet conditionsand the outlet demands. For example, the pressure increase demanded bythe system 228 when the aircraft is operating at a first altitude (e.g.,31,000 feet (ft)) may be less than the pressure increase demanded by thesystem 228 at a second altitude (e.g., 39,000 ft). Thus, in someexamples, the guide vanes may be adjusted to achieve a higher or a lowerair flow and/or pressure at the compressor outlet 242. In otherexamples, a vane-less diffuser or system having a ported shroud may beemployed to account for varying inflow conditions and outflow demands.

In an example operation, the drive shaft 266 is used to operate thecompressor 232 during a first flight condition(s) such as, for example,during cruise. In some examples, operating the compressor 232 via thedrive shaft 266 is more efficient than operating the compressor 232 viathe turbine 234. Therefore, as mentioned above, the ratio between thefirst and second gears 270, 272 and the gears within the gearbox 276 maybe selected to provide sufficient power to the compressor 232 duringcruise, which often accounts for a majority of the flight mission and,thus, decreases fuel consumption. However, in some examples where thedrive shaft 266 is in a fixed gear relationship with the HPC shaft 218,the drive shaft 266 may not be able to provide sufficient power to thecompressor 232 when the engine 200 is operating in a second flightcondition(s) such as, for example, while the engine 200 is at idle orduring descent. At idle or descent the engine 200 is rotating oroperating at a relatively slower speed than during cruise. In such acondition, the drive shaft 266 may not provide sufficient power to thecompressor 232 to meet the demands of the system 228. Therefore, theturbine 234 of the turbo-compressor 230 may be employed to provide powerto the shaft 250 and, thus, to the compressor 234 to provide pressurizedair to the system 228 of the aircraft. In such an example, the flowcontrol members 258, 260 are moved to an open position to providepressurized bleed air to the turbine 234 and the clutch 276 is used todisengage the shaft 250 from the gearbox 276 (to allow the shaft 250 ofthe turbo-compressor 230 to operate at a greater number of revolutionsper minute (RPMs) than the output or offtake of the gearbox 276). Thus,the clutch 278 is employed to selectively engage/disengage the driveshaft 250 and the gearbox 276 depending on the operating condition ofthe aircraft.

In some examples, the gearbox 276 is operatively coupled to one or moreother systems or components used in the aircraft such as, for example,an electrical generator, a hydraulic pump, a fuel pump, etc.Additionally, although the second gear 272 is shown as operativelycoupled to the HPC drive shaft 218 in the illustrated example, in otherexamples the second gear 272 may be operatively coupled to and driven bythe LPC drive shaft 216 or any other drive shaft of the engine 200. Insome examples, the compressor 232 and/or the gearbox 276 are disposedwithin the nacelle of the engine 200. In some such examples, the gearbox276 is coupled (e.g., mounted) to the fan case, and the compressor 232and the gearbox 276 are disposed within the fan compartment. In othersuch examples, the gearbox 276 is coupled to the core case of the engine200, and the compressor 232 and gearbox 276 are disposed within the corecompartment.

In some examples, the temperature of the bleed air supplied by the bleedair port 238 is greater than a threshold temperature of the system 228.Therefore, in some examples, an optional heat exchanger or precooler 280may be employed to reduce the temperature of the bleed air prior toentering the compressor inlet 236. The optional precooler 280 and itsassociated components are shown in dashed lines. As shown, the precooler280 of the illustrated example is disposed in the passageway 240, andthe bleed air in the passageway 240 flows between a precooler inlet 282and a precooler outlet 284. To cool the bleed air, the precooler 280receives air via a passageway or conduit 286. In some examples, thecooler air is provided by the fan 204 of the engine 200 (e.g., at thefan intake section 206). The cooler air flows through the precooler 280between an inlet 288 and an outlet 290 and, thus, reduces thetemperature of the bleed air flowing between the precooler inlet 282 andthe precooler outlet 284. Additionally, similar to the air exiting theturbine outlet 262, the air exiting the outlet 290 of the precooler 280may be dumped overboard, may be used to supply air to the anti-icingsystems, and/or may be directed onto the turbines 220, 222 and/or thecasing of the engine to help cool the engine 200.

In some examples, the bleed air system 202 may also employ a flowcontrol member 292 (e.g., a three-way valve, a three-way pressureregulating valve). The flow control member 292 may divert bleed airaround the precooler 280 via a bypass passageway or conduit 294.Therefore, in some examples, depending on the temperature demand of thesystem 228, the flow control member 292 may divert bleed air through theprecooler 280 and/or around the precooler 280 via the passageway 294.

In some examples, the temperature of the bleed air provided by the bleedair port 238 may be too low. In the illustrated example, a flow controlmember 291 (e.g., an add heat valve) is integrated into the compressor242 to divert a portion of the compressed air back to the compressorinlet 236 to mix with the cooler air and thus, increase the temperatureof the bleed air entering the compressor 232. In other examples, theflow control member 291 (e.g. an add heat valve) is disposed in thepassageway 246, with its output fluidly connected to the compressorinlet 236.

The example bleed air system 202 of the illustrated example may employ acontrol system 293 to operate the various instruments (e.g., the flowcontrol members 248, 258, 260, 291 (and 292), the clutch 278, etc.). Thecontrol system 293 of the illustrated example includes a microprocessor294, an input/output module 295, a comparator 296, and an instrumentcontroller 297. For example, a sensor 298 downstream of the compressoroutlet 242 may provide a signal (corresponding to a pressure of thebleed air prior to flowing to the system 228) to the microprocessor 294via the input/output module 295. The control system 293 may determine ifthe downstream pressure measured by the sensor 298 is within apredetermined pressure range (e.g., a threshold pressure, a pressuredemand) for a given altitude, aircraft speed, passenger count, icingcondition or any other condition affecting the operation of the aircraftsystem 228. For example, the comparator 296 may compare the signalprovided by the sensor 298 with a pressure threshold or range provided,for example, by a look-up table. For example, at cruise conditions, theclutch 278 may be employed to operatively couple the drive shaft 266 andthe compressor 232 such that the HPC shaft 218 is providing power tooperate the compressor 232 to provide compressed bleed air to the system228. If the pressure falls outside of the range (e.g., below thethreshold pressure), the instrument controller 297 of the control system293 may cause the flow control member 258 and/or the flow control member260 to move to an open position to provide bleed air to the turbine 234and, thus, to provide power to the compressor 232. In such an example,the instrument controller 297 of the control system 293 may also controlthe clutch 278 to disengage the shaft 250 from the gearbox 276 so thecompressor may be driven solely by the power from the turbine 234. Theinstrument controller 297 of the control system 293 may similarly causethe flow control members 248, 291, 292 to regulate the flow of fluidthrough the respective passageways or systems. Additionally oralternatively, the control system 293 may be part of (or at least incommunication with) a main control system 299 of the aircraft.

FIG. 3 illustrates another example bleed air system 302 describedherein. Those components of the example bleed air system 300 that aresubstantially similar or identical to the components of the examplebleed air system 202 described above in connection with FIG. 2 and thathave functions substantially similar or identical to the functions ofthose components will not be described in detail again below. Instead,the interested reader is referred to the above correspondingdescriptions. To facilitate this process, similar reference numbers willbe used for like structures.

Referring to FIG. 3, the example bleed air system 300 employs afreewheel 302 (e.g., a ratchet and pawl mechanism) between the gearbox276 and the shaft 250 of the turbo-compressor 230. As mentioned above,in some examples the engine 200 may not be operating at a high enoughspeed or RPM to provide sufficient speed to the compressor 232 via thedrive shaft 266 and gearbox 276. In such an instance, the turbine 234 ofthe turbo-compressor 230 may be employed to provide power to thecompressor 232 via the shaft 250. To prevent the shaft 250 from beingcoupled to and powering the drive shaft 266, the example bleed airsystem 202 shown in FIG. 2 employs a clutch to disengage the shaft 250from the gearbox 276. However, in the example shown in FIG. 3, thefreewheel 302 enables the shaft 250 to rotate faster than the output orofftake from the gearbox 276 and, thus, the shaft 250 does not power thegearbox 276 and/or the shaft 266. Additionally, the freewheel 302 doesnot employ additional actuation components and, thus, is less complexthan the clutch 278.

FIG. 4 illustrates another example bleed air system 400 describedherein. Those components of the example bleed air system 400 that aresubstantially similar or identical to the components of the examplebleed air system 202 described above in connection with FIG. 2 and thathave functions substantially similar or identical to the functions ofthose components will not be described in detail again below. Instead,the interested reader is referred to the above correspondingdescriptions. To facilitate this process, the same reference numberswill be used for like structures.

In some examples, varying flight conditions such as altitude and cruisespeed greatly affect the pressure of the bleed air at the compressorinlet 236 and the pressure demanded by the system 228. To accommodatefor such varying inflow and outflow demands, the bleed air system 400 ofFIG. 4 employs a variable speed transmission 402 and a freewheel orclutch 404. The variable speed transmission 402 and the freewheel or theclutch 404 are disposed between the gearbox 276 (e.g., the offtake ofthe gearbox 276) and the shaft 250 of the turbo-compressor 230. Thetransmission 402 operates to change the speed of the shaft 250 toprovide sufficient pressure increase at the compressor outlet 242. Inthe illustrated example, the transmission 402 enables compressor 232 tobe powered by the drive shaft 266 through a greater number of a flightconditions such as, for example, during cruise, climb and takeoff flightconditions and/or, for example, during other flight condition(s)requiring a thrust below cruise but above idle. The clutch or thefreewheel 404 may be employed to operate similarly to the clutch 278and/or the freewheel 302 described above. In particular, the clutch orthe freewheel 404 provide a mechanism to disengage the shaft 250 fromthe gearbox 276 when the turbine 234 is providing power to thecompressor 232 such as, for example, during idle.

In an example operation, the sensor 298 may be employed to detect ormeasure the pressure and/or temperature of the bleed air downstream fromthe compressor outlet 242 and generate a signal corresponding to themeasured pressure and/or temperature to the control system 293. Thecontrol system 293 receives the signal from the sensor 298 and may beconfigured to compare the measured pressure and/or temperature to athreshold value via the comparator 296. For example, if bleed air isbeing supplied to the compressor inlet 236 by the bleed air port 238 ofthe LPC 210, and the pressure of the bleed air is at the compressoroutlet 242 is less than a threshold value demanded by the system 228,the control system 293 may control the transmission 402 (e.g., via theinstrument controller 297) to switch to a different gear or differentspeed ratio to operate the compressor a relatively greater speed or flowrate and, thus, provides sufficient power to boost the bleed air to meetthe demand of the system 228.

FIG. 5 illustrates another example bleed air system 500 describedherein. Those components of the example bleed air system 500 that aresubstantially similar or identical to the components of the examplebleed air system 202 described above in connection with FIG. 2 and thathave functions substantially similar or identical to the functions ofthose components will not be described in detail again below. Instead,the interested reader is referred to the above correspondingdescriptions. To facilitate this process, similar reference numbers willbe used for like structures.

Some known aircraft engines use a starter to start the engine. Thesestarters typically include a radial inflow turbine and a clutch orsolenoid to engage the starter shaft with a gearbox (e.g., the gearbox276). To start the engine, high pressure air is supplied to the starterturbine, causing the engine shaft to spin.

The example bleed air system 500 of FIG. 5 utilizes the turbine 234 ofthe turbo-compressor 230 to start the engine 200. In the illustratedexample, a high pressure air source 502 is fluidly coupled to theturbine 234 of the turbo-compressor 230. In particular, the highpressure air source 502 provides high pressure air to the turbine inlet252 via a passageway or conduit 504 and a passageway or conduit 505. Thepassageway 504 fluidly couples the high pressure air source 502 to thepassageway 246, and the passageway 505 fluidly couples the passageway246 to the passageway 254 downstream of the second flow control member260. In the illustrated example, a flow control member 506 is disposedwithin the passageway 504 that operates to direct high pressure air intothe passageway 246 and a flow control member 507 is disposed within thepassageway 505 to direct high pressure air in the passageway 246 to thepassageway 254 upstream of the turbine inlet 252. Thus, the highpressure air source 502 provides high pressure air to the turbine 234and/or the system 228. The flow control members 506, 507 may beconfigured to regulate the pressure of high pressure air to a pre-set orpredetermined pressure value and/or provide fluid flow shut-off (e.g., aPRV, a PRSOV, an SOV, a HPSOV).

In an example operation, the flow control members 258, 260 are closedand the flow control members 506, 507 are moved to open positions tosupply the high pressure air from the high pressure air source 502 tothe turbine inlet 252. The high pressure air powers the turbine 234,which rotates the shaft 250, which is operatively coupled to the gearbox276 (e.g., via the clutch 278), which rotates the drive shaft 266 and,thus, rotates the HPC shaft 218 of the engine 200. Once the HPC shaft218 is spinning, fuel is mixed in the combustion chamber 214 and a sparkis provided to ignite the mixture and start the engine 200. The highpressure air source 502 may include, for example, high pressure airgenerated by an auxiliary power unit or provided by a ground cart. Thus,unlike known systems, the example bleed air system 500 does not requirean additional or separate starter but, instead, advantageously utilizesthe turbo-compressor to start the engine 200.

FIG. 6 illustrates another example bleed air system 600 describedherein. Those components of the example bleed air system 600 that aresubstantially similar or identical to the components of the examplebleed air system 202 described above in connection with FIG. 2 and thathave functions substantially similar or identical to the functions ofthose components will not be described in detail again below. Instead,the interested reader is referred to the above correspondingdescriptions. To facilitate this process, similar reference numbers willbe used for like structures. Additionally, in the illustrated example ofFIG. 6, the operational precooler 280 and its associated components havebeen removed for clarity. However, it is understood that the exampleaspects of the bleed air system 600 may be combined with one or more ofthe aspects of any of the systems 202, 300, 400 and 500.

In the illustrated example of FIG. 6, the example bleed air system 600includes an air bearing system 602 to provide pressurized air for theair bearings of the shaft 250. A passageway or conduit 604 fluidlycouples a bleed air port of the engine 200 and the bearings of the shaft250 of the turbo-compressor 230. In particular, in the example shown,the passageway 604 is fluidly coupled to a bleed air port 606 at amid-stage of the HPC 212. However, in other examples, the air bearingsystem 602 may extract or divert air from another stage of the HPC 212.

In the illustrated example, the pressurized air extracted from bleed airport 606 provides a layer of air for the air bearings. Air bearings,while allowing the shaft 250 to rotate with minimal wear or friction,are advantageous and result in less wear and friction than other knownlubricated type bearings. In some examples, air bearings also assist inreducing vibrations in the shaft 250. In some examples, a heat exchangeror precooler 608 may be employed to reduce the temperature of the bleedair supplied to the air bearings. In the illustrated example, the bleedair in the passageway 604 flows between a precooler inlet 610 and aprecooler outlet 612. To cool the bleed air, the precooler 608 receivesair provided by a passageway or conduit 614 that flows through theprecooler 608 between an inlet 616 and an outlet 618. The relativelycooler air in the passageway 614 may be provided by, for example, thefan intake section 206 and/or ambient air. The cooler fan air flowingbetween the inlet 616 and the outlet 618 reduces the temperature of thebleed air flowing between the precooler inlet 610 and the precooleroutlet 612. Additionally or alternatively, one or more flow controlmembers and/or bypass passageways may be used in conjunction with theprecooler 608 to operate and cool the bleed air provided to the airbearings.

Additionally, in the example bleed air systems 202, 300, 400, 500, 600described above, the control system 293 may operate the various flowcontrol members 248, 258, 260, 291, 292, 506, 507, the clutch 276 and/orthe transmission 402 based on the operating conditions of the engine200. For example, during operation, different engine speeds and/ordifferent altitudes significantly vary the pressure and/or temperatureof the bleed air provided by the LPC 210 and the HPC 212. For example,during high-thrust operation, the pressure of the bleed air providedboth the LPC 210 and the HPC 212 is significantly higher than thepressure of the bleed air provided when the engine 200 is at idle.Therefore, the control system 293 may receive indication of theoperating parameters or conditions (from the various sensors and/or maincontrol system 299) of the engine 200 and may operate the various flowcontrol members 248, 258, 260, 291, 292, 506, 507, the clutch 276 and/orthe transmission 402 accordingly.

While an example manner of implementing the control system 293 isillustrated in FIGS. 2-6, one or more of the elements, processes and/ordevices illustrated in FIGS. 2-6 may be combined, divided, re-arranged,omitted, eliminated and/or implemented in any other way. Further, theexample microprocessor 294, the example input/output 295, the examplecomparator 296, the example instrument controller 297 and/or, moregenerally, the example control systems 293, 299 of FIGS. 2-6 may beimplemented by hardware, software, firmware and/or any combination ofhardware, software and/or firmware. Thus, for example, any of theexample microprocessor 294, the example input/output 295, the examplecomparator 296, the example instrument controller 297 and/or, moregenerally, the example control systems 293, 299 could be implemented byone or more analog or digital circuit(s), logic circuits, programmableprocessor(s), application specific integrated circuit(s) (ASIC(s)),programmable logic device(s) (PLD(s)) and/or field programmable logicdevice(s) (FPLD(s)). When reading any of the apparatus or system claimsof this patent to cover a purely software and/or firmwareimplementation, at least one of the example, microprocessor 294, theexample input/output 295, the example comparator 296, the exampleinstrument controller 297 is/are hereby expressly defined to include atangible computer readable storage device or storage disk such as amemory, a digital versatile disk (DVD), a compact disk (CD), a Blu-raydisk, etc. storing the software and/or firmware. Further still, theexample control systems 293, 299 of FIGS. 2-6 may include one or moreelements, processes and/or devices in addition to, or instead of, thoseillustrated in FIGS. 2-6, and/or may include more than one of any or allof the illustrated elements, processes and devices.

FIGS. 7 and 8 are flowcharts representative of example methods that maybe implemented with an example bleed air system such as, for example,the bleed air systems 202, 300, 400, 500 and/or 600 of FIGS. 2-6 and/ora control system such as the control system 293 of FIGS. 2-6. Themethods may be implemented using machine readable instructions thatcomprise a program for execution by a processor such as the processor294 shown in the example control system 293 of FIGS. 2-6. The programmay be embodied in software stored on a tangible computer readablestorage medium such as a CD-ROM, a floppy disk, a hard drive, a digitalversatile disk (DVD), a Blu-ray disk, or a memory associated with theprocessor 294 and/or the control system 293, but the entire programand/or parts thereof could alternatively be executed by a device otherthan the processor 294 and/or the control system 293 and/or embodied infirmware or dedicated hardware. Further, although the example program isdescribed with reference to the flowcharts illustrated in FIGS. 7 and 8,many other methods of implementing the example microprocessor 294, theexample input/output 295, the example comparator 296, the exampleinstrument controller 297 and/or, more generally, the example controlsystems 293, 299 may alternatively be used. For example, the order ofexecution of the blocks may be changed, and/or some of the blocksdescribed may be changed, eliminated, or combined.

As mentioned above, the example methods of FIGS. 7 and 8 may beimplemented using coded instructions (e.g., computer and/or machinereadable instructions) stored on a tangible computer readable storagemedium such as a hard disk drive, a flash memory, a read-only memory(ROM), a compact disk (CD), a digital versatile disk (DVD), a cache, arandom-access memory (RAM) and/or any other storage device or storagedisk in which information is stored for any duration (e.g., for extendedtime periods, permanently, for brief instances, for temporarilybuffering, and/or for caching of the information). As used herein, theterm tangible computer readable storage medium is expressly defined toinclude any type of computer readable storage device and/or storage diskand to exclude propagating signals and to exclude transmission media. Asused herein, “tangible computer readable storage medium” and “tangiblemachine readable storage medium” are used interchangeably. Additionallyor alternatively, the example processes of FIGS. 7 and 8 may beimplemented using coded instructions (e.g., computer and/or machinereadable instructions) stored on a non-transitory computer and/ormachine readable medium such as a hard disk drive, a flash memory, aread-only memory, a compact disk, a digital versatile disk, a cache, arandom-access memory and/or any other storage device or storage disk inwhich information is stored for any duration (e.g., for extended timeperiods, permanently, for brief instances, for temporarily buffering,and/or for caching of the information). As used herein, the termnon-transitory computer readable medium is expressly defined to includeany type of computer readable storage device and/or storage disk and toexclude propagating signals and to exclude transmission media. As usedherein, when the phrase “at least” is used as the transition term in apreamble of a claim, it is open-ended in the same manner as the term“comprising” is open ended.

For purposes of discussion, the example method 700 of FIG. 7 isdescribed in connection with the example control system 293 and theexample instrument controller 297. In this manner, each of the exampleoperations of the example method 700 of FIG. 7 is an example manner ofimplementing a corresponding one or more operations performed by one ormore of the blocks of the example control system 293 or the instrumentcontroller 297 of FIGS. 2-6.

Turning in detail to FIG. 7, the control system 293 monitors a systemparameter of a bleed air system (block 702). For example, the controlsystem 293 may be configured to monitor one or more system parameters ofthe example bleed air systems 202, 300, 400, 500 and/or 600 disclosedherein. To monitor a system parameter, the control system 293 receivesone or more signals from sensors (e.g., the sensor 298) throughout thebleed air system and/or main control system 299. For example, a systemparameter may include a pressure of bleed air, a temperature of thebleed air, a speed of the engine 200, an altitude of the aircraft, etc.The control system 293 receives the signals via the input/output module295.

The control system 293 compares the system parameter to a thresholdvalue (block 704). For example, the control system 293 can compare, viathe comparator 296, the pressure and/or temperature of the bleed airreceived via the sensor(s) to respective threshold values retrieved froma look-up table or storage or with the other values received by thesensors. In some examples, the system parameter and/or the thresholdvalue may be based on other operating conditions of the aircraft.

The control system 293 may then determine if the system parametermeasured by, for example, the sensor(s) is within the threshold value(block 706). If the system parameter is within the threshold value, thenthe control system 293 returns to block 702 to continue monitoring thesystem parameter. For example, in the bleed air system 202 of FIG. 2,the drive shaft 266 may be providing power to the compressor 232 via thegearbox 276 and the clutch 278, and the flow control members 258, 260may be closed to prevent bleed air from powering the turbine 234. If thepressure of the bleed air at the compressor outlet 242 is substantiallyequal to the pressure demanded by the system 228, the control system 293may continue to allow the drive shaft 266 to power the compressor andmay continue to keep the flow control members 258, 260 in a closedposition.

If the control system 293 determines that the system parameter is notwithin the threshold value, then the control system 293 commands thevalve controller 296 to operate a flow control member (block 708). Forexample, in the bleed air systems 202 of FIGS. 2 and 300 of FIG. 3, ifthe pressure of the bleed air at the compressor outlet 242 is notsubstantially equal to (e.g., below) the pressure demanded by the system228, the control system 293 may cause the flow control members 258, 260to move to an open position to allow pressurized bleed air to operatethe turbine 234 and, thus, provide power to the compressor to meet thedemands of the system 228. In regards to the example system 202 of FIG.2, the control system 293 may also cause the clutch 278 to disengage theshaft 250 from the offtake of the gearbox 276. In some examples, such asthe example bleed air system 400 of FIG. 4, the control system 293 maycontrol the transmission 402 to switch gears or change the speed ratioand, thus, change the speed and flow rate of the compressor 232. Thecontrol system 293 may also be employed to similarly control, forexample, the temperature of the bleed air via the precooler 280 and theflow control member 292, the engine start operations disclosed above inthe bleed air system 500 of FIG. 5, etc.

FIG. 8 is a flowchart of an example method 800 of implementing theexample bleed air systems 202, 300, 400, 500 and/or 600 in accordancewith the teachings of this disclosure. While an example manner ofimplementing the example bleed air systems, one or more of the blocksand/or processes illustrated in FIG. 8 may be combined, divided,re-arranged, omitted, eliminated and/or implemented in any other way.Further still, the example method of FIG. 8 may include one or moreprocesses and/or blocks in addition to, or instead of, those illustratedin FIG. 8, and/or may include more than one of any or all of theillustrated processes and/or blocks. Further, although the examplemethod 800 is described with reference to the flow chart illustrated inFIG. 8, many other methods of implementing a bleed air system mayalternatively be used.

Referring to FIG. 8, a turbo-compressor is operatively coupled to anaircraft engine (block 802). The turbo-compressor includes a turbine anda compressor, which provides pressurized bleed air to one or moresystems of the aircraft that receive pressurized air. For example, inthe example bleed air systems 202, 300, 400, 500 and 600 disclosedabove, the turbo-compressor 230 is operatively coupled to the engine 200(e.g., in the nacelle). The compressor 232 of the turbo-compressor 230provides pressurized air to the system 228 of the aircraft.

In the example method 800 of FIG. 8, a compressor inlet of theturbo-compressor is fluidly coupled to a bleed air source (e.g., alow-pressure bleed air port, a low-pressure compressor of the engine) ofthe aircraft engine (block 804). In the example bleed air systems 202,300, 400, 500 and 600 disclosed above, the compressor inlet 236 isfluidly coupled, via the passageway 240, to the bleed air port 238,which is a final stage of the LPC 210 and provides bleed air having arelatively lower pressure than the HPC 212. In other examples, thecompressor inlet 236 may receive bleed air from other stages of the LPC210 and/or the HPC 212.

In the example method 800 of FIG. 8, a compressor outlet of theturbo-compressor is fluidly coupled to control system of the aircraftthat receives bleed air supply (block 806). Thus, the compressor boostsbleed air from the engine to supply pressurized air to the systems ofthe aircraft. In the example bleed air systems 202, 300, 400, 500 and600 disclosed above, the compressor outlet 242 is fluidly coupled, viathe passageway 246, to the system 228. The system 228 may include, forexample, an ECS, a wing anti-icing system, an engine anti-icing systemand/or any other system of the aircraft that utilizes pressurized air.

In the example method 800 of FIG. 8, a first shaft or drive shaft of theturbo-compressor is operatively coupled to a gearbox (block 808). Insome examples, a clutch, a freewheel and/or a transmission may beemployed to operatively couple the first drive shaft of theturbo-compressor to the gearbox. The gearbox is to provide power to thecompressor to operate the compressor to supply pressurized air to thesystem of the aircraft. In the example bleed air systems 202, 300, 400,500 and 600 disclosed above, the shaft 250 of the turbo-compressor 230is operatively coupled to the gearbox 276. Specifically, in the examplebleed air system 202 of FIG. 2, the clutch 278 is disposed between theshaft 250 and the offtake of the gearbox 276. The clutch 278 is utilizedto engage and disengage the shaft from the gearbox 276 depending on theoperating condition of the aircraft. Further, in the example bleed airsystem 400 of FIG. 4, the transmission 402 is operatively coupledbetween the shaft 250 and the gearbox 276. The transmission 402 allowsthe drive shaft 266 and the gearbox 276 to supply power to thecompressor 232 over a greater range of flight conditions because thetransmission 402 is capable of adjusting the output speed to thecompressor 232 rather than being in a fixed gear or direct relationshipwith the HPC drive shaft 218. Additionally, in still other examples,such as the example bleed air system 300 of FIG. 3, the freewheel 302 isutilized to enable the turbine 234 to power the compressor 232 withouthaving to disconnect the shaft 250 from the gearbox 276. The freewheel302 allows the shaft 250 to rotate faster than the offtake of thegearbox 276.

In the example method 800 of FIG. 8, the gearbox is operatively coupledto and is to be driven by a second drive shaft (e.g., a radial driveshaft) that is operatively coupled to the engine (block 810). In someexamples, the second drive shaft is coupled to the drive shaft of theengine (e.g., the high-pressure compressor drive shaft) via bevel gears.As the drive shaft of the engine rotates, the second drive shaft rotatesand, thus, operates the gearbox and the compressor when the compressoris coupled to the gearbox. In the example bleed air systems 202, 300,400, 500 and 600 disclosed above, the drive shaft 266 is operativelycoupled to the HPC drive shaft 218 of the engine 200 and to the gearbox276 to provide power to the gearbox 276. In the illustrated examples,the drive shaft 266 is operatively coupled to the HPC drive shaft 218.However, in other examples, the drive shaft 266 may be operativelycoupled to and driven by the LPC drive shaft 216 or any other driveshaft of the engine 200.

In the example method 800 of FIG. 8, an inlet of the turbine of theturbo-compressor is fluidly coupled to a bleed air source of theaircraft engine (block 812). The bleed air source may be, for example, ableed air port of the high-pressure compressor (e.g., at an intermediatestage or a final stage). In some examples, the aircraft engine may beoperating a relatively lower thrust condition and, as a result, thesecond drive shaft may not be able to provide sufficient power to thecompressor. In such an instance, higher pressure bleed air may beextracted from the aircraft engine to power the turbine and, thus,provide power to the compressor to meet the demands of the system of theaircraft. In the example bleed air systems 202, 300, 400, 500 and 600disclosed above, the turbine inlet 252 is fluidly coupled to the bleedport 256 at an intermediate stage of the HPC 212 via the passageway 254.At certain operating conditions (e.g., at idle), the drive shaft 266 maynot provide sufficient power to the compressor 232 so the turbine 234may be utilized to provide power to the compressor 232.

In the example method 800 of FIG. 8, a high pressure air source isfluidly coupled to the turbine inlet for starting the aircraft engine(block 814). The high pressure air rotates the turbine of theturbo-compressor, which is operatively coupled to the gearbox and, thus,to the drive shaft of the engine. In the example bleed air system 500 ofFIG. 5, a high pressure air source 502 is fluidly coupled to the turbineinlet 252 via the passageways 504, 505. As mentioned above, in someexamples the high pressure air source is provided by an auxiliary powersupply and/or a ground cart. The high pressure air operates the turbine234, which is operatively coupled to the gearbox 276 and, thus, to thedrive shaft 266 and the engine 200.

In the example method 800 of FIG. 8, a precooler is fluidly coupledbetween the compressor inlet and the bleed air source (block 816). Insome examples, if the temperature of the bleed air extracted by thecompressor inlet is too high for the demands of the system, theprecooler may be employed to reduce the temperature of the bleed air.For example, in the example bleed air systems of 202, 300, 400, 500 and600 disclosed above, the precooler 280 may be disposed in the passageway240 to reduce the temperature of the bleed air prior to entering thecompressor inlet 236.

In the example method 800 of FIG. 8, a bleed air source (e.g., a bleedair port of the high-pressure compressor of the engine) is fluidlycoupled to air bearings of the turbo-compressor shaft (block 818). Airbearings provide an effective manner to prevent wear and frictionbetween the shaft of the turbo-compressor and the non-rotating supportstructure for the shaft. In the example bleed air system 600 of FIG. 6,the air bearing system 602 provides pressurized bleed air from anintermediate stage of the HPC 212 to air bearings of theturbo-compressor 230.

Although certain example methods, apparatus and articles of manufacturehave been described herein, the scope of coverage of this patent is notlimited thereto. On the contrary, this patent covers all methods,apparatus and articles of manufacture fairly falling within the scope ofthe appended claims either literally or under the doctrine ofequivalents.

What is claimed is:
 1. An apparatus comprising: a compressor having acompressor inlet, a compressor outlet, and a first drive shaft, thecompressor outlet to be fluidly coupled to a system of an aircraft thatreceives pressurized air, the compressor inlet to receive bleed air froma low-pressure compressor of an engine of the aircraft; a gearboxoperatively coupled to the first drive shaft to drive the compressor,the gearbox operatively coupled to and powered by a second drive shaftextending from the engine; and a clutch disposed between the first driveshaft and the gearbox to selectively disconnect the first drive shaftfrom the gearbox.
 2. An apparatus as defined in claim 1, wherein thesystem is at least one of an environmental control system or ananti-icing system.
 3. An apparatus as defined in claim 1 furthercomprising a turbo-compressor, the turbo-compressor comprising a turbineand the compressor, the turbine operatively coupled to the first driveshaft.
 4. An apparatus as defined in claim 3, wherein the turbineincludes a turbine inlet fluidly coupled to a high-pressure compressorof the engine.
 5. An apparatus as defined in claim 3 further comprisinga processor to control the clutch to: engage the first drive shaft withthe gearbox when the aircraft is operating in a first flight condition;and disengage the first drive shaft from the gearbox when the aircraftis operating in a second flight condition.
 6. An apparatus as defined inclaim 5, wherein the first flight condition occurs when the aircraft isoperating at cruise
 7. An apparatus as defined in claim 6, wherein thesecond flight condition occurs when the aircraft is operating at idle orduring a descent.
 8. An apparatus as defined in claim 3 furthercomprising a high pressure air source fluidly coupled to a turbine inletof the turbine, the high pressure air source to be supplied to theturbine inlet to start the engine.
 9. An apparatus as defined in claim 1further comprising a passageway to fluidly couple a bleed air port ofthe engine to an air bearing of the first drive shaft, the passageway toprovide pressurized air to operate the air bearing.
 10. An apparatus asdefined in claim 1, wherein the compressor is to be operatively coupledto the engine via a constant gear ratio.
 11. An apparatus comprising: aturbo-compressor including: a compressor having a compressor inlet and acompressor outlet, the compressor outlet fluidly coupled to a system ofan aircraft; and a turbine operatively coupled to the compressor via afirst drive shaft; a gearbox operatively coupled to the first driveshaft of the turbo-compressor; and a second drive shaft operativelycoupled to the gearbox to power the gearbox, the second drive shaftoperatively coupled to an engine of the aircraft.
 12. An apparatus asdefined in claim 11 further comprising a freewheel disposed between thegearbox and the first drive shaft of the turbo-compressor to operativelycouple the first drive shaft to the gearbox.
 13. An apparatus as definedin claim 11 further comprising a clutch disposed between the gearbox andthe first drive shaft of the turbo-compressor to selectively disengagethe first drive shaft from the gearbox.
 14. An apparatus as defined inclaim 13 further comprising a variable speed transmission disposedbetween the clutch and the gearbox, the variable speed transmission tooperate the compressor at a plurality of different speeds.
 15. Anapparatus as defined in claim 11, wherein the second drive shaft isoperatively coupled to a third drive shaft of a high-pressure compressorof the engine.
 16. An apparatus as defined in claim 11 furthercomprising a passageway to fluidly couple a compressor inlet of thecompressor to a low-pressure bleed air port of the engine.
 17. A methodcomprising: coupling a first drive shaft of a turbo-compressor to agearbox, the turbo-compressor comprising a compressor and a turbineoperatively coupled via the first drive shaft; coupling the gearbox to asecond drive shaft extending from an aircraft engine; and fluidlycoupling a compressor outlet of the compressor to a system of anaircraft that is to receive pressurized air.
 18. A method as defined inclaim 17 further comprising using at least one of the turbine or thesecond drive shaft to power the compressor and supply pressurized air tothe system.
 19. A method as defined in claim 17 further comprisingdisposing a freewheel or clutch between the first drive shaft and thegearbox.
 20. A method as defined in claim 17 further comprising using aturbine of the turbo-compressor to start the engine by supplyingpressurized air to a turbine inlet to rotate the first drive shaft.